Car construction



2 sheets-smet 1 ou l la May 23, i913.,

s.l slMoNsoN CAR CONSTRUCTION Filed nec. 1s,\ 1941 l2 Sheets-Sheet 2 l I l l l atented May 23, 1944 ainsi CAR CGNSTRUCTION Sigvard Simonson, Butler, Pa., assignor to 0. C.

Duryea Corporation, Wilmington, Del., a corporation oi' Delaware Application December 18, 1941, Serial No. 423,529

8 Claims.

This invention relates to railway car underframes of the Duryea type which provide long travel means for cushioning draft and bufng Aforces together with train slack which is predetermined independently of and is preferably shorter than said long travel.

In the customary form used in practice, the `Duryea underframe comprises a draft and bufling column extending substantially the length of the car body and longitudinally movable relative thereto, together with long travel cushioning means interposed between said column and the car body for cushioning draft and buffing forces. For example, long travel cushion springs may be interposed between said column Iand the car body bolsters, either inwardly of the bolsters or outwardly thereof between the bolsters `and the couplers at the ends of said column, In the latter case, the initial compression of the springs preferably serves to cushion the limited inward movement of the couplers relative to the column which provides train slack.

The present invention relates particularly to cushioning means of the second type referred to above. One of its objects is to provide a novel underframe construction embodying such cush- -ioning means which is light in weight and simple and inexpensive in construction while at the same time providing the desired cushioning capacity and strength to meet service requirements.

Another` object is to provide a novel underframe construction of the type characterized above which embodies a pair of springs side by side, together with novel bolster construction and other arrangements to make possible their use in an economical, light and eicient underframe.

Other objects will appear more fully hereinafter as the description proceeds.

On embodiment of the invention has been illustrated in the accompanying drawings, but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be taken as a definition of the limits of the invention, reference being had to the appende claims for this purpose.

In said drawings,

Fig. 1 is an elevation in section on the longitudinal center line of a car underframe embodying the invention;

Fig. 2 is a plan view in section on the line 2 2 of Fig. 1; and

Figs. 3 to 6, inclusive, ,are transverse vertical sections on the lines 3 3, 4 4, 5 5 and 6 6 of Fig. 1.

The drawings show suitable body bolster construction at one end of the car which comprises a top cover plate I and bottom plates 2 connected together by iianged diaphragms 3 in any suitable manner as by rivets. Transversely spaced longitudinal torque arms 4 form part of the bolster, their upper flanges 5 being suitably connected to the top cover plate l and their lower flanges 6 to the bottom plates 2. The inner end anges of the diaphragms 3 are suitably connected to the torque arms and extend outwardly therefrom to the sides of the car. The torque arms and the top cover plate thus define three sides of a central bolster opening l, which is closed at the bottom by a center brace casting 8. As shown, the ends 9 of said casting support the torque arms and the inner ends of the laterally extending bolster structure and abut and are welded at lli to the inner ends of the bottom plates 2. The casting 8 is also secured to the torque arms by means of flanges Ii which engage and are riveted to said torque arms, land the latter extend outward from the bolster and are secured to the end sill I2.

The draft and bufflng column may be of either of two well-known types, one comprising spaced, interconnected channels and the other Z-members which are connected to form a column in the form of an inverted channel. The draft and bufling column I3 shown herein is of the latter type and extends substantially the length of the car body, passing through the bolster openings 'I and being slidably supported by the center brace castings 8, Preferably the column is also supported and guided at its ends by suitable means such as bars Ill welded to the upper corners of the column and sliding in guides I5 secured to the end sill I2 and torque arms ll. Between the bolsters the column I3 preferably supports the car floor I6 by frictional engagement therewith in any suitable manner, as by means of the friction plate I'I extending between the bolsters and engaging the top of the column and filler means IS (Fig. 3). Outwardly of the bolsters the car oor is preferably supported by the torque arms 4.

As indicated above, relative movement between the column I3 and the car body and bolsters is cushioned by a pair of springs I9 disposed side by side within the column I3 and extending outwardly from the bolster to the coupler, the initial compression of said springs serving also to cushion the inward train slack movement of the coupler relative to the column. The center brace casting 3 is preferably shaped to provide a suitable support as well as an abutment for the inner ends of said springs. As shown clearly in Figs. 1 and 5, the central, longitudinal section of said casting comprises a beam which is of substantially the same width as the column I3 and extends slightly within it. The outer part of this beam 20 thus provides a 4horizontal shelf-like support 2l which is terminated by the substantially vertical, transverse end of an abutment 22 mounted on said beam 20. With a column of the type shown herein, the abutment 22 of course terminates below the closed top of the column.

The inner ends of the springs I9, together with a follower plate 23 interposed between the springs and said abutment, rest slidably on the support 2| as they move back and forth in the operation of the underframe. As the column I3 moves outward on draft, suitable stops 24 on said column engage and move the follower plate 23 outward while the outer ends of said springs are held against movement by the links 25 vand the retaining plate 2B, whereby said springs are compressed to resist movement of the column. To this end, the links 25 extend axially through the spring I9 and through openings 21 in the single follower plate 23 which serves both springs. The abutment 22, which extends transversely over the entire width of the support 2|, is also provided with parallel longitudinal passages or openings 28 aligned with the spring axes and through which the links 25 extend, the ends of the links carrying keys 29 adapted to engage the inner face of the abutment 22.

The adjacent inner edges of the links 25 are provided with shoulders 3l] inwardly of the follower plate 23 to provide for a -gag member 3| between said shoulders and follower plate as shown in dotted lines at 3| in Fig. 2. Hence the springs I9, links 25, follower 23, retaining plate 26 and gag 3| may be assembled as a unit with the springs under compression, and installed in the underframe in this condition. As shown in Fig. 2, the transverse abutment wall is also recessed at 32 to accommodate the gag, so that when the springs are rst ccm pressed on buff, follower 23 is held by the edges of the abutment but the links 25 move inwardly and release the gag 3|. When `the springs are rst compressed on draft, the gag is released as the follower plate 23 moves away from the 'l' abutment, the links being stationary.

Preferably a single retaining plate 26 is used for both springs I9 and links 25, the links passing through spaced openings 33 in said plate and having enlarged heads 34 to hold said plate in position. This construction is easily manufactured and assembled, while at the same time the spaced parallel relation of the links is maintained. The outer portions of the springs and the retaining plate 26 are supported by a suitable housing secured to the column, said housing preferably comprising means such as shown in Fig. 6 which aid in maintaining the parallel and horizontal alignment of the springs. In the form shown, upper and lower housing members 35 are each provided with two parallel arcuate recesses or depressions, the two plates cooperating` as shown in Fig. 6 to surround partially each of the springs 25 and maintain their individual alignment while permitting their compression on buff as hereinafter described. Preferably the end plate 26 is also slidably supported by the lower housing member 35, said end plate having upper and lower edges curved to fit slidably in the arcuate recesses of the housing mem ILO bers. As shown in Fig. 6, the dimensions of the housing members 35 are such that when one edge is inserted in a slot in one side of the column I 3, the other edge may be swung upwardly inside the opposite side wall of the column and the member then displaced laterally to engage said other edge in its corresponding slot in said opposite side wall, as disclosed and claimed in the copending application of Sigvard Simonson, Serial No. 411,926, led September 22, 1941. The housing members may then be welded in position as indicated at 36. A suitable coupler 31 is mounted at the en y ofthe column I3 in any suitable way to provide for inward movement thereof of limited extent relative to said column and for further inward movement and outward movement therewith. As shown, the shank of the coupler extends into the end of the column and is connected thereto by a key 3B which extends through openings in cheek plates 39 secured to said column. As indicated at 40 and 4| respectively, the slots in the coupler shank and in the cheek plates are of greater length than the key 38, so that while said coupler and key are normally maintained in their outermost positions as shown in Fig. 2, the coupler can move inwardly relative to the column. The butt of the coupler engages a follower plate 42 interposed between it and the 'link heads 34, so that initial compression of the springs I9 cushions such inward movement of the coupler relative to the column, the extent of such movement being limited by engagement of said follower plate 42 with the ends of the spring housing members 35.

The detailed operation of the underframe will be clear from the foregoing description. In summary, the coupler moves inward on buff until the follower 42 engages the housing members 35, after which the coupler and column move inward together, The relative movement between these elements provides train slack, which is cushioned by the initial compression of the springs I9, and the further inward movement of the coupler and column together is cushioned by the further compression of said springs against the abutment 22. If the bufng force is very large, the maximum extent of inward movement of the column may be limited by upper and lower stop plates 43 and 44 adapted to engage respectively the outer edge of the bolster cover plate I and the outer edge 45 of the center brace casting 8. The springs return the parts to the normal position shown in the drawings after the buffng force has been expended.

On draft the coupler and column move out* ward together without train slack, the stops 24 engaging the follower plate 23 and compressing the springs against the link end plate 26. If the draft force is very large, maximum outward movement of the column may be limited by en-l gagement of upper and lower stop plates 46 and 41 respectively with the inner edge of the top cover plate I and with the inner edge 48 of the center brace casting 8. The springs return the parts to normal position after the draft force has been expended.

It will be observed that the invention not only provides long travel but also large cushioning capacity while confining the cushioning mechanism to the limited space between the bolster and the coupler. The springs are assembled and installed as a twin spring unit, and as described above the parallel horizontal alignment of the springs is maintained and their unitary operation secured. Moreover, the construction described above enables the use of the twin spring unit in a compact, efficient structure having a minimum of parts with resulting economies in materials and labor and savings in weight and cost.

While only one embodiment of the invention has been described and illustrated in the drawings, it will be understood that the invention is not limited thereto but is capable of a variety of mechanical expressions, and that various changes may be made in the form, details of con struction and arrangement of the parts without departing from the spirit of the invention, many of which changes will now suggest themselves to those skilled in the art. Reference is therefore to be had to the appended claims for a denition of the limits of the invention.

What is claimed is:

l. In a railway car, a body bolster, a draft and buhng column movable longitudinally relative to the car body through said bolster and comprising spaced side walls, bolster center brace structure comprising a horizontal support and a transverse vertical abutment projecting between said side walls, a pair of springs arranged side by side horizontally and disposed between said side walls with their inner ends resting on said support, an inner foliower plate resting on said support and interposed between the ends of said springs and said abutment, a spring support carried by said column for the outer ends of said springs, links extending through said springs and through aligned openings in said follower plate and abutment for connecting the outer ends of said springs with said center brace structure, a coupler mounted for inward movement o limited extent relative to said column and for further iuwars movement and outward movement therewith, an outer follower plate interposed between the outer ends of said springs and said coupler, and stop means column adapted to engage said inner follower plate on outward movement of said column.

2. In railway car, body bolster, a draft and bufiing coiinnn movable longitudinally relative to the car body through said bolster and .comprising spaced walls, bolster center brace structure comprising a spring abutment projecting between said side walls and having a pair of parallel, longitudinal openings therethrough, a pair of springs arranged horizontally side by side between said side walis and extending outward from said bolster, a spring support carried by said column and comprising means for maintaining tl`ie parallel, horizontal alignment of said springs while slidably supporting their outer ends, a coupler mounted for inward movement of limited extent relative to said column and for further inward movement and outward movement with said column, an outer follower plate interposed between the outer ends of said springs and said coupler, an inner follower plate interposed between the inner ends of said springs and said abutment and having openings aligned with the openings through said abutment, links eX- tending longitudinally through said springs and lidably through the openings in said follower pla-ie and abutment for connecting the outer ends of said springs with said abutment, and stops on said column adapted to engage said inner follower plate on outward movement of said column.

2. In a railway car, a body bolster, a draft and buing column movable longitudinally rela- Ill tive to the car body through a central opening in said bolster and having the cross section substantially of an inverted U as it passes through said opening, a pair of springs disposed horizontally side by side within said column outwardly of the bolster, bolster center brace construction connecting the bolster structure at the bottom of said opening and forming a horizontal support on which the inner ends of said springs are slidably supported, said center brace having a transverse abutment projecting upwardly within said column with paraliel openings therethrough, one aligned axially with each spring, a follower plate resting slidably on said support and interposed between the inner ends of said spring and said abutment, said follower having openings aligned with the openings in said abutment, links extending slidably through said openings and axially through each spring for connecting the outer ends of said springs with said abutment, stop means on said column and adapted on outward movement thereof to engage said follower plate, a coupler mounted for inward movement of limited extent relative to said column and for further inward movement and outward movement therewith, and a follower plate interposed between said coupler and the outer ends of said springs.

4. In a railway car, a body bolster, a draft and buffing column movable longitudinally relative to the car body through said bolster and comprising spaced side walls, bolster center brace structure comprising a spring abutment projecting between said side walls and having a pair of parallel, longitudinal openings therethrough, a pair of springs disposed horizontally side by side between said side walls and extending outward from said bolster, a spring support carried by said column for slidably supporting the outer ends of said springs, an inner follower plate interposed between said springs and said abutment and having openings aligned with the openings through said abutment, links extending longitudinally through said springs and slidably through said openings in said follower plate and abutment, a retaining plate for the outer ends of said springs, said links extending through spaced openings in said retaining plate and having enlarged outer ends, stop means on said column adapted on outward movement thereof to engage said inner follower plate, a coupler mounted for inward movement of limited ext-ent relative to said column and for further inward movement and outward movement therewith, and a follower plate interposed between said coupler and the outer ends of said links.

5. In a railway car, a body bolster, a draft and bung column movable longitudinally relative to the car body through said bolster and comprising spaced side walls, bolster center brace structure comprising a spring abutment projecting between said side walls and having a pair of parallel, longitudinal openings therethrough, a pair of springs disposed horizontally side by side between said side walls and extending outward from said bolster, an inner follower plate interposed between said springs and said abutment and having openings aligned with the openings through said abutment, links extending longitudinally through said springs and slidably through said openings in said follower plate and abutment, a retaining plate for the outer ends of said springs, said links extending through spaced openings in said retaining plate and having enlarged outer ends, a housing carried by said column for slidably suprporting the outer ends of said springs and said retaining plate, said housing having arcuate spring recesses and said retaining plate being shaped to slide longitudinally therein, stops on said column adapted on outward movement thereof to engage said inner follower plate, a coupler mounted for inward movement o-f limited extent relative to said column and for further inward movement and outward movement therewith, and a follower plate interposed between said coupler and the outer ends of said links.

6. In a railway car, a body bolster, a draft and bufling column movable longitudinally relative to the car body through said bolster and comprising spaced side walls, bolster center brace structure comprising a spring abutment projecting between said side walls and having a pair of parallel, longitudinal openings therethrough, a pair of springs disposed horizontally side by side between said side walls and extending outward from said bolster, an inner follower plate interposed between said springs and said abutment and having openings aligned with the openings through said abutment, links extending 1ongitudinally through said springs and slidably through said openings in said follower plate and abutment for connecting the outer ends of said springs with said abutment, said links having corresponding shoulders on their adjacent yedges inwardly of said follower plate to receive a gag between them and said follower plate and said abutment having a recess providing room for said gag, stop means on said column adapted on outward movement thereof to engage said inner follower plate, a coupler mounted for inward movement of limited extent relative to said column and for further inward movement and outward movement therewith, and a follower plate interposed between said coupler and the outer ends of said springs, the inward movement of said coupler compressing said springs against said inner follower plate and abutment and moving said links inwardly relative thereto to free said gag.

'7. In a railway car, a body bolster, a draft and bufling column movable longitudinally relative to the car body through a central opening in said bolster and having the cross section substantially of an inverted U as it passes through said opening, a pair of springs disposed side by side within said column outwardly of the bolster, a bolster center brace construction connecting the bolster structure at the bottom of said opening and forming a horizontal support on which the inner ends of said springs are slidably supported, said center brace having a transverse abutment projecting upwardly within said column with parallel openings therethrough, one aligned axially with each spring, a follower plate resting slidably on said support and interposed between the inner ends of said springs and said abutment, said follower having openings aligned with the openings in said abutment, links extending slidably through said openings and axially through each spring, a retaining plate for the outer ends of said springs, said links passing through spaced openings in said retaining plate and having enlarged outer ends, stop means on said column and adapted on outward movement thereof to engage said follower plate, a coupler mounted for inward movement of limited extent relative to said co1- umn and for further inward movement and outward movement therewith, and a follower plate interposed between said coupler and the outer ends of said links.

8. In a railway car, a body bolster, a draft and bulhng column movable longitudinally relative to the car body through a central opening in said bolster and having the cross section of an inverted U as it passes through said opening, bolster center brace structure connecting the bolster construction at the bottom of said opening and having a transverse abutment projecting upwardly within said column with parallel longitudinal openings therethrough, a pair of springs disposed side by side horizontally and extending outwardly from the bolster, one aligned axially with each of said openings, a follower plate interposed between the inner ends of said springs and said abutment, a spring support carried by said column for the outer ends of said springs, links extending axially through said springs and through said follower plate and the openings in said abutment for connecting the outer ends of said springs with said abutment, a coupler mounted for inward movement of limited extent relative to said column and for further inward movement and outward movement with said column, an outer follower plate interposed between the outer ends of said springs and said coupler, and stops on said column adapted to engage said inner follower plate on outward movement of said column.

SIGVARD SIMONSON. 

